DE10103559B4 - A circuit control device for a continuously variable transmission of a motor vehicle - Google Patents

A circuit control device for a continuously variable transmission of a motor vehicle Download PDF

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Publication number
DE10103559B4
DE10103559B4 DE10103559A DE10103559A DE10103559B4 DE 10103559 B4 DE10103559 B4 DE 10103559B4 DE 10103559 A DE10103559 A DE 10103559A DE 10103559 A DE10103559 A DE 10103559A DE 10103559 B4 DE10103559 B4 DE 10103559B4
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DE
Germany
Prior art keywords
speed
input
limit
electronic throttle
continuously variable
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
DE10103559A
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German (de)
Other versions
DE10103559A1 (en
Inventor
Yuji Toyota Hattori
Takashi Toyota Inoue
Katsumi Toyota Kono
Kenji Toyota Matsuo
Hiroji Toyota Taniguchi
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Toyota Motor Corp
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Toyota Motor Corp
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Filing date
Publication date
Priority to JP2000-018688 priority Critical
Priority to JP2000018688A priority patent/JP3788160B2/en
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to DE10165004A priority patent/DE10165004B4/en
Publication of DE10103559A1 publication Critical patent/DE10103559A1/en
Application granted granted Critical
Publication of DE10103559B4 publication Critical patent/DE10103559B4/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible means
    • F16H61/66254Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible means controlling of shifting being influenced by a signal derived from the engine and the main coupling
    • F16H61/66259Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible means controlling of shifting being influenced by a signal derived from the engine and the main coupling using electrical or electronical sensing or control means
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1208Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures with diagnostic check cycles; Monitoring of failures
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/124Limiting the input power, torque or speed
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/16Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
    • F16H2061/166Preventing or initiating shifts for preventing stall or overspeed of engine
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14Inputs being a function of torque or torque demand
    • F16H59/24Inputs being a function of torque or torque demand dependent on the throttle opening
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible means
    • F16H61/66254Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible means controlling of shifting being influenced by a signal derived from the engine and the main coupling
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10STECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S477/00Interrelated power delivery controls, including engine control
    • Y10S477/906Means detecting or ameliorating the effects of malfunction or potential malfunction
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T477/00Interrelated power delivery controls, including engine control
    • Y10T477/60Transmission control
    • Y10T477/619Continuously variable friction transmission
    • Y10T477/6237Belt-type
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T477/00Interrelated power delivery controls, including engine control
    • Y10T477/60Transmission control
    • Y10T477/619Continuously variable friction transmission
    • Y10T477/6237Belt-type
    • Y10T477/624Fluid pressure control
    • Y10T477/6242Ratio change controlled
    • Y10T477/62427Ratio change controlled with electric valve control
    • Y10T477/62429Duty ratio control
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T477/00Interrelated power delivery controls, including engine control
    • Y10T477/60Transmission control
    • Y10T477/688Transmission controlled by engine
    • Y10T477/693Transmission controlled by engine by input manifold pressure or engine fuel control
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T477/00Interrelated power delivery controls, including engine control
    • Y10T477/60Transmission control
    • Y10T477/688Transmission controlled by engine
    • Y10T477/693Transmission controlled by engine by input manifold pressure or engine fuel control
    • Y10T477/6934Prevents unsafe or unintentional shift

Abstract

A circuit control apparatus for a motor vehicle having an internal combustion engine (12) whose output is controlled by an electronic throttle (26) for adjusting the flow rate of intake air and a continuously variable transmission (18) included in a power transmission train between the internal combustion engine (12) and drive wheels (24L, 24R) and operable to vary a speed ratio thereof, with:
shift control means (50, 60) for controlling the speed ratio of the continuously variable transmission in accordance with operating conditions of the vehicle so that an input side speed of the transmission is variable within a first range during normal running of the vehicle,
fault detection means (S1) for determining whether the electronic throttle valve (26) is faulty or not, and
restriction means (64) for limiting the speed ratio of the continuously variable transmission (18) such that the input side speed of the transmission is variable within a second range when the fault detection means (S1) determines that the electronic throttle is faulty, the second range Closer than the ...

Description

  • The The invention relates to a circuit control device for a continuously variable Transmission of a motor vehicle. In particular, the invention relates the shift control of a continuously variable transmission, if an electronic throttle is faulty.
  • It discloses a known circuit control device for a motor vehicle having (a) an internal combustion engine whose output (output power) through an electronic throttle for adjusting the flow rate controlled by sucked air, and (b) one continuously variable transmission operating in a power transmission line between the internal combustion engine and the drive wheels is arranged to the Speed ratio to change. The circuit control device is for controlling the speed ratio of the continuously variable Transmission according to operating or driving conditions of the vehicle set up. In general, a circuit control of the continuous variable transmission according to predetermined circuit conditions performed in the form of, for example, a map, wherein the output power requirement specified by the driver such as an accelerator pedal depression degree and the vehicle speed can be used as a parameter. The circuit conditions are usually determined in such a way that the speed ratio (equal speed on the input side / speed on the output side) with an increase in the output power requirement and with a Reduction of vehicle speed increases.
  • If The electronic throttle fails, the output power can the internal combustion engine can not be controlled, since the opening of the throttle to a certain extent, but it has been suggested To perform a special circuit control, the so-called. "limp-home" (home limp or Emergency operation), i.e. which allows the vehicle To drive to a nearby workshop or the like. Needless ("limping"). For example is a device as disclosed in Japanese Patent No. 2616154, for carrying out a Circuit control set up only to the by the Driver given output power requirement (requested by the driver Performance) when the throttle is faulty.
  • For example, if a shift control is performed based solely on the output requirement and if the output requirement is kept high as the driver continues to depress the accelerator pedal to increase the vehicle speed, the engine speed increases as a result of an increase in the speed ratio of the continuously variable transmission. As a result, the torque and accordingly the output are reduced, which causes a reduction or deterioration in the running performance (driving torque). That is, even if the damper opening of the electronic throttle valve is kept constant, the output of the internal combustion engine corresponding to the number of revolutions, such as in 7 is shown changing so that the engine output gradually decreases after reaching its maximum at a certain engine speed (NE P in 7 ) reached. Thus, a sufficiently large drive torque can not be obtained even if the torque is boosted according to the speed ratio of the continuously variable transmission.
  • When a brake booster is provided for boosting the braking force by using the intake manifold negative pressure of the internal combustion engine, the intake manifold negative pressure is reduced when the electronic throttle fails, and compared with the case where the electronic throttle is completely closed (θ th = 0%), on a predetermined flap opening (for example, θ th = θ thF ), as in 6 shown, maintained. In this case, the negative intake manifold pressure tends to decrease with a reduction in the engine speed (NE). Thus, if the engine speed is reduced in accordance with a decrease in the vehicle speed, for example, when the vehicle is stopped, a required booster pressure (eg, the minimum booster pressure PB) can not be obtained, resulting in the brake assist force being reduced, which is beneficial to the driver Applying the brake to the vehicle is uncomfortable.
  • there becomes the size of the negative pressure ("negative pressure") as opposed to that of positive pressure. That is, the reduction in the negative pressure means that the pressure is at atmospheric Pressure increased (at the negative pressure is 0).
  • The publication US 4,823,644 discloses a control system for a motor vehicle with a continuously variable transmission. The shift control apparatus controls the speed ratio of the continuously variable transmission depending on operating conditions of the vehicle such that an input side speed of the transmission is variable within a first range during normal driving of the vehicle. Furthermore, an error detection device is provided, through which an error in an electronic Drosselklap pensensor can be detected. When an error is detected in the electronic throttle sensor, the speed ratio is adjusted so that the input side speed of the transmission is variable within a second range smaller than the first range.
  • The publication DE 44 36 506 A1 discloses a device for controlling a CVT or a continuously variable transmission which sets certain limits for the engine speed.
  • Of the Invention is based on the object, a circuit control device ready to provide a circuit control at a continuously variable Gearbox, wherein decreases in the drive torque or the auxiliary power a brake booster avoided due to a failure of an electronic throttle be prevented, and thus prevents the driver due to the reduction of the torque or the brake assist unwean feels.
  • These The object is achieved by a circuit control device according to claim 1 or by a method according to claim 8 solved.
  • In the above-described form of the invention, since the speed ratio of the Geared limited is that the input side speed is not below the lower limit falls if the electronic throttle is faulty, the speed the internal combustion engine also controlled so that they are larger or is equal to a predetermined value; the lower limit of the input speed corresponds. If the lower limit of Input speed set near the speed is at which a certain required for the operation of the brake booster intake manifold pressure Obtained may be an excessive reduction the engine speed and consequent reduction in booster pressure be advantageously prevented. Thus, the lower limit of the input-side speed in a suitable manner with regard to Problems to be determined in the event of a failure (error) in the Throttle valve occur, allowing operation of the machine at desired Operating conditions is caused.
  • advantageous Embodiments are in the dependent claims specified.
  • The The invention is described below by means of embodiments with reference to the accompanying drawings. Show it:
  • 1 a schematic representation of a drive unit of a vehicle to which the invention is applied,
  • 2 a block diagram for describing a shift control device for a continuously variable transmission of the in 1 shown drive unit,
  • 3 a hydraulic circuit diagram of an example of the switching control circuit according to 2 .
  • 4 FIG. 4 is a graph illustrating an example of switching conditions used when a NINT calculation unit according to FIG 2 calculates a target speed NINT,
  • 5 a flowchart for describing the by the restriction unit according to 2 to be performed,
  • 6 FIG. 6 is a graph illustrating an example of torque characteristics of an internal combustion engine when an electronic throttle is faulty; FIG.
  • 7 FIG. 6 is a graph illustrating an example of engine output characteristics when the electronic throttle is faulty; FIG.
  • 8th an example of negative pressure characteristics of the intake manifold of the internal combustion engine when the electronic throttle is faulty,
  • 9 an example of an upper limit NINTUG and a lower limit NINTLG, between which the target speed NINT by the restriction unit according to 2 is restricted, and
  • 10 FIG. 15 is a graph illustrating, as an example, the relationship between the throttle valve set value S th and the accelerator pedal operation amount θ ACC .
  • In principle, a shift control apparatus according to the invention in case of failure of an electronic throttle performs shift control in a continuously variable transmission based on an output power requirement input by the driver such as the degree of depression of an accelerator pedal or the operating condition of a brake or the like. as disclosed, for example, in Japanese Patent No. 2616154. However, the circuit controller may perform switching control in various other ways. For example, even in the event of an electronic throttle failure, the apparatus may provide shift control using shift conditions (such as a map) for normal running in which vehicle operating conditions such as an output power requirement and a vehicle speed are used as parameters. More specifically, the shift control apparatus may calculate a target speed ratio and control the actual (actual) speed ratio to be equal to the target speed ratio. According to another method, the shift control apparatus may calculate a target speed of the input shaft of the transmission based on the vehicle speed, the actual speed of the output shaft of the transmission and other parameters, and control the actual speed of the input shaft to be equal to the target speed , Since the target input shaft speed corresponds to the target speed ratio, there is no need to detect the target speed ratio itself.
  • One Failure of the electronic throttle can be a mechanical Failure in the throttle itself or a drive unit (like an electric motor), or may be an electrical failure in a control system for controlling the opening and closing of the Throttle be. In short, the failure of the throttle valve can of any kind, provided that the internal combustion engine with a certain throttle opening (a certain degree of opening of the valve), although the throttle opening is not controlled can be. For example, it is in the case of an electrical failure desirable, the throttle opening to a predetermined degree (the case of a failure is provided) by means of a spring or the like. Set firmly. However, the invention can also be applied to the case in which the electronic throttle valve uncontrollable at any throttle opening becomes. In this case, the throttle opening at the time of Failure using a sensor or the like. Be detected. The predetermined throttle opening for the Case of failure, in other words the emergency operating position ("limp-home" or "home-stop" position) of the throttle is preferably in a range of 5% to 20%, for example. set, depending on from the output characteristics of the internal combustion engine and others, so that a certain for the emergency operation required running performance without significant impairment provided by brake operations.
  • The upper and lower limits of the input-side speed at the time failures are suitably determined on the basis of the output characteristics, Torque characteristics and intake manifold vacuum characteristics of Internal combustion engine adjusted according to the throttle opening electronic throttle at the time of failure become. When the throttle valve reaches a predetermined throttle opening (emergency operating position) is fixed the upper and lower limits are set to predetermined values become. If the electronic throttle is uncontrollable at any throttle opening will, can the upper and lower limits corresponding to the actual throttle opening at the time of failure based on data maps or arithmetic expressions set using the throttle opening as a parameter become. The upper and lower limits can be adjusted as needed using various operating conditions, such as vehicle speed, changed as a parameter become.
  • If the upper limit of the input side speed at the time of Failure to define, the lower limit can be set to a speed which makes it possible for the internal combustion engine, approximates the to produce maximum output power. However, if the output power the internal combustion engine nearby their maximum (their peak) at a relatively low rate For example, the speed of the engine changes, must the lower limit is not necessarily set to the speed where the output power reaches its maximum. Instead of of which, the lower limit may be according to the output characteristics for example, of ± 10%, and preferably set within ± 5% of the speed at which the maximum output power is obtained. The lower limit can also be set within a speed range in which 80% or more or 90% or more of the maximum output power can be obtained. The upper limit can be determined using Operating conditions such as vehicle speed as a parameter within of a certain range, in which the output power almost reached their maximum. In another form of the invention For example, the upper limit of the input side rotational speed does not necessarily become set to the speed at which the output power of the internal combustion engine almost reached its maximum. For example, the upper limit be set to a speed that of the internal combustion engine allows, one for to provide emergency power required for emergency operation. The upper limit of the input-side speed at the time of Failure can also be defined in the case in which the increase in engine speed for some reason another problem besides causes the reduction of the engine output becomes.
  • If the lower limit for the input side speed is to be defined at the time of failure, the lower limit may be set to a speed that is the lowest or minimum len amplifier pressure can provide that is required to generate the brake assist by the brake booster. However, the lower limit may be set to a speed that can provide some boost pressure that results in some brake assist. As in the case of the upper limit, the lower limit can be set within an appropriate range using operating conditions such as vehicle speed as a parameter. In another form of the invention, the lower limit of the input side speed need not necessarily be adjusted with respect to the brake booster, but may be adjusted with respect to other amplifiers or devices that use the intake manifold vacuum or vacuum. The lower limit of the input side rotational speed at the time of failure may also be defined in the case where any problem outside the reduction of the intake manifold negative pressure arises from a reduction in the engine rotational speed for some reason.
  • The Internal combustion engine can be a gasoline engine or a gasoline engine Be a diesel engine that works by burning fuel. To ensure that the internal combustion engine continues even when stopping the vehicle can work is between the internal combustion engine and one continuously variable transmission a fluid coupling such as a torque converter, a friction clutch that continuously controls to transmit the torque can, or the like. Arranged. However, these components are not necessarily provided in a hybrid vehicle that with a electric motor can start. As the to be controlled by the circuit control device according to the invention continuously variable transmissions can be different transmission types like a belt CVT (continuously variable transmission = continuous variable transmission) and a toroidal CVT.
  • below is a preferred embodiment of the invention with reference to the drawings Invention described.
  • 1 shows a schematic representation of a vehicle drive unit 10 to which the invention is applied. The vehicle drive unit 10 , which is a transversely mounted type, is preferably used in a front wheel drive vehicle and an engine arranged at the front. The drive unit 10 has an internal combustion engine 12 on, which is used as a driving source for driving. The output power of the internal combustion engine 12 is powered by a torque converter 14 to a differential gear device 22 via a forward / reverse drive switching device 16 , a belt-type continuously variable transmission (CVT) and a reduction gear 20 transfer. The on the Differentialzahnradeinrichtung 22 transmitted output power then becomes left and right drive wheels 24L and 24R distributed.
  • The output power of the internal combustion engine 12 is through an electronic throttle 26 controlled to adjust the flow rate of intake air. The throttle opening θ th of the electronic throttle 26 is set by an electric motor in accordance with a throttle valve set value S th which is generated by a controller in accordance with an operation amount θ ACC of the accelerator pedal, as shown in FIG 10 is shown as an example. The operation amount θ ACC of the accelerator pedal represents the output power requirement indicated by the driver or the power requested by the driver. If the operation of the electric motor stops due to a failure in the control system, the electronic throttle becomes 26 set to a predetermined throttle opening θ thF provided in the event of failure by a mechanical means such as a spring. The throttle opening θ thF at the time of failure is, for example, about 10% depending on the output characteristics of the internal combustion engine 12 so that the vehicle shows a suitable driving performance, which enables a "home limp" (emergency operation) without severely impairing braking operations.
  • A brake booster 30 is with an intake manifold 28 the internal combustion engine 12 connected. With this arrangement, the on a brake pedal 32 applied force (the braking force) by a negative pressure in the intake manifold 28 supported.
  • The forward / reverse switching device 16 consists of a double-pinion type planetary gear unit. A turbine shaft 34 of the torque converter 14 is with a sun wheel 16s connected, and an input shaft 36 of the continuously variable transmission 18 is with a carrier 16c connected. If there is one between the carrier 16c and the sun wheel 16s arranged clutch 38 is engaged, the forward / reverse switching means 16 rotated as a unit so that the turbine shaft 34 directly to the input shaft 36 is connected, and the forward drive force on the drive wheels 24R and 24L is transmitted. If one between a ring gear 16r and a housing arranged brake 40 when the clutch is released 38 is actuated, the input shaft 36 in the opposite direction with respect to the turbine shaft 34 set in rotation, allowing a reverse drive force on the drive wheels 24R and 24L is transmitted.
  • The continuously variable transmission 18 has an input side variable pulley 42 , an output side variable pulley 46 and a drive belt 48 on top of the variable pulleys 42 and 96 is wound. The input side variable pulley 42 is at the input shaft 36 attached and has a variable effective diameter. The output side variable pulley 46 is at the output shaft 44 attached and has a variable effective diameter. The variable pulleys 92 and 46 have variable V-groove widths. The on the input side variable pulley 42 applied hydraulic pressure is, for example, by a, as in 3 shown, circuit control circuit 50 controlled. With the hydraulic pressure controlled in this way, the V-groove widths of the variable pulleys become 42 and 46 and the winding diameter (the effective diameter) of the drive belt 48 changed. Consequently, the speed ratio γ (= input-side rotational speed NIN / output-side rotational speed NOUT) is continuously changed.
  • In the 3 shown circuit control circuit 50 has a solenoid-operated (solenoid-operated) upshift valve 52 , a flow control valve 54 , a solenoid-operated downshift valve 56 and a flow control valve 58 on. The solenoid operated upshift valve 52 and the flow control valve 54 are operable to reduce the speed ratio γ. The solenoid-operated downshift valve 56 and the flow control valve 58 are operable to increase the speed ratio γ. The circuit control circuit 50 operates in a manner similar to that disclosed in Japanese Patent Laid-Open No. Hei 11-182657. If the duty ratio of the solenoid-operated upshift valve 52 by a shift control device 60 (see. 2 ), a certain control pressure to which the modulation pressure (switching pressure) PM is reduced becomes the flow control valve 54 transfer. The line pressure PL is regulated in response to the control pressure and then the input side variable pulley 42 fed, resulting in a reduction of the V-groove width of the input-side variable pulley 42 leads, and a reduction in the speed ratio γ. If the duty ratio of the solenoid-operated downshift valve 56 by a shift control device 60 is controlled, a certain control pressure to which the modulation pressure PM is reduced, to the flow control valve 58 transfer. According to the control pressure, a drain port is opened, whereby working fluid in the input side variable pulley 92 is made to drain at a suitable flow rate. As a result, the V-groove width is increased, resulting in an increase in the speed ratio γ. The on the output side variable pulley 46 Applied hydraulic pressure is regulated in accordance with, for example, the torque to be transmitted by the CVT, so that a desired belt tension is obtained.
  • In the 2 shown shift control device 60 has a microcomputer. The shift control device 60 executes signal processing corresponding to programs stored in advance in a ROM (ROM) using the temporary memory function of a RAM (volatile memory), so that a switching control for the continuously variable transmission 18 is performed. The shift control device 60 is functional with a NINT calculation unit 62 , a restriction unit 64 , a comparison unit 65 and a control unit 66 fitted. The shift control device 60 forms a major part of the circuit control device.
  • Signals representing the amount of operation θ ACC of the accelerator pedal and the vehicle speed V (more specifically, the rotational speed NOUT of the output shaft 44 ) are the NINT calculation unit 62 from an accelerometer 68 and a vehicle speed sensor 70 respectively supplied. The NINT calculation unit 62 calculates a target speed NINT, which is a target value of the input side speed NIN, according to shifting conditions determined by using operating states of the vehicle such as the acceleration operation amount θ ACC and the vehicle speed V as parameters. The switching conditions are defined by data maps, arithmetic expressions or the like, so that the target rotational speed NINT is set such that the rotational speed ratio γ increases as the vehicle speed V decreases and the acceleration operation amount θ ACC increases, as shown in FIG 4 is shown. The switching conditions are stored in advance in a memory device such as a ROM. Since the vehicle speed V is the output side speed NOUT, the target speed NINT, which is a target input side speed NIN, is the target speed ratio, and becomes within a range from the minimum speed ratio γmin to the maximum speed ratio γmax of the continuously variable transmission 18 set. The acceleration operation amount θ ACC corresponds to the output requirement indicated by the driver (the power requested by the driver).
  • Such as in 9 is shown during normal driving of the vehicle (ie when the electronic throttle 26 not faulty) the speed ratio of the continuous variable transmission 18 suitably controlled so as to stay within a range defined by the maximum speed ratio γmax and the minimum speed ratio γmin. Furthermore, the target rotational speed NINT becomes the input shaft of the CVT 18 is held in a range between the upper limit corresponding to the maximum output requirement (at which the acceleration operation amount θ ACC 100 is) and the lower limit corresponding to the minimum output requirement (in which the acceleration operation amount θ ACC is 0%).
  • The restriction unit 64 sets the upper limit and the lower limit of the target speed NINT when the electronic throttle 26 fails, and performs a signal processing corresponding to, for example, as in a 5 shown flowchart. As will become clearer below, those defined by the restriction unit 69 set upper and lower limits a narrower or smaller range than that defined by the upper and lower limits, which is provided for the normal driving of the vehicle, as described above. In step S1 of 5 is judged whether the electronic throttle 26 is erroneous, for example, based on a deviation of the throttle opening sensor 74 (see. 1 ) detected actual throttle opening θ th from a throttle valve default value S th or depending on whether the throttle opening θ th substantially coincides with the previously set in the event of a fault throttle opening θ thF . If the electronic throttle 26 is not erroneous, the routine is terminated immediately, so that the target speed NINT is unchanged from the comparison unit 65 is passed on. However, if the throttle opening θ th is fixed to the error throttle opening θ th due to, for example, an error in the control system, step S2 and the subsequent steps are executed.
  • In step S2, the upper limit NINTUG is set. For example, the upper limit NINTUG may be set to a predetermined speed NE P at which the engine output reaches its maximum, based on the torque characteristics of the engine 12 are set when the throttle opening θ th is equal to the throttle restriction opening θ thF , as shown in FIG 6 is shown. However, according to this embodiment, the upper limit NINTUG is calculated from a predetermined map or predetermined terms using a vehicle speed V and other parameters so as to be set within ± 5% of the rotational speed NE P. 7 shows a relationship between the engine output and the engine speed NE. The engine output does not change to a particularly high degree in the vicinity of the rotational speed NE P (within the range of ± 5%). If the engine speed NE, however, increased to higher than ± 5% of NE P, the change rate (reduction rate) increases the engine output. According to this embodiment, since the engine rotational speed NE is approximately equal to the input side rotational speed NIN during the forward running of the vehicle (the engine rotational speed NE is exactly equal to the input side rotational speed NIN when a torque converter clutches 14 is turned on), the engine speed NE can be used as the input-side speed NIN. However, if between the machine and the continuously variable transmission 18 Any switching operation is performed, the engine speed NE must be corrected taking into account the speed ratio or the changed gear ratio to obtain the input-side speed NIN. The map and / or arithmetic expressions used to calculate the upper limit NINTLG are stored in a storage unit such as a ROM.
  • In step S3, the lower limit NINTLG is set. The lower limit NINTLG can, for example, to a predetermined speed NE B , wherein the minimum for the operation of the brake booster 30 required booster pressure PB is obtained on the basis of the intake manifold negative pressure characteristics of the internal combustion engine 12 (which are substantially the same as the torque characteristics) are set when the throttle opening θ th is equal to the butterfly valve opening θ thF , as shown in FIG 6 is shown. According to this embodiment, although the lower limit NINTLG increases within the shift range of the continuously variable transmission 18 is set to the predetermined speed NE B , as in 9 is shown, the lower limit NINTLG with an increase in the Fahrzeuggeschwindig speed V in a high vehicle speed range ( 9 ), in that the lower limit NINTLG, if it were kept constant, would fall below the minimum speed ratio γmin. Thus, in the high vehicle speed region, the lower limit NINTLG corresponds to the minimum speed ratio γmin.
  • 8th FIG. 14 shows a relationship between the intake manifold negative pressure and the engine speed NE (which is substantially the same as in FIG 6 ). As the engine speed NE falls, the intake manifold vacuum decreases. In this case, too, if between the internal combustion engine 12 and the continuously variable transmission 18 any shift executed, the lower limit NINTLG by taking into account the speed ver adjusted or a changed gear ratio. A map and / or arithmetic expressions used for calculating the lower limit NINTLG are stored in a storage unit such as a ROM. While the lower limit NINTUG may be set substantially within the range of ± 5% of the rotational speed NE P , it is desirable to increase the upper limit NINTUG corresponding to an increase of the lower limit NINTLG in the high vehicle speed region in which the lower limit NINTLG , as in 9 shown, increases.
  • In the next step S4, it is judged whether the target rotational speed NINT is within the range from the lower limit NINTLG to the upper limit NINTUG. If the target speed NINT is within this range, the routine is terminated immediately and the target speed NINT is left unchanged to the comparing unit 65 passed. However, if the target speed NINT is below the lower limit NINTLG or above the upper limit NINTUG, a restricting operation is executed in step S5. More specifically, if the target speed NINT is below the lower limit NINTLG, the lower limit NINTLG replaces the target speed NINT, that is, the lower limit NINTLG is defined as the updated target speed NINT. Similarly, the upper limit NINTUG replaces the target speed NINT if the target speed NINT is above the upper limit NINTUG, ie, the upper limit NINTUG is defined as the updated target speed NINT. Thus, when the electronic throttle 26 is defective, the target speed NINT restricted to the range between the lower limit NINTLG and the upper limit NINTUG.
  • With renewed reference to 2 receives the comparison unit 65 a signal indicative of the actual input-side rotational speed NIN from the input-side rotational speed sensor 72 to obtain a rotational speed deviation ΔNIN of the actual input-side rotational speed NIN from that of the restriction unit 64 to be supplied set speed NINT. The comparison unit 65 then gives the rotational speed deviation ΔNIN to the feedback control unit (control unit) 66 further. The input-side speed sensor 72 is for example for detecting the input-side variable pulley 42 arranged. However, of course, the sensor can 72 also for detecting the rotational speed of the input shaft 36 or for detecting the rotational speed of the turbine shaft 39 or the like, which has a predetermined ratio with the rotational speed of the input shaft.
  • The control unit 66 performs a control of the solenoid-operated valves 52 and 56 the Schaltsteuerungsschal device 50 such that the rotational speed deviation ΔNIN becomes zero. Consequently, the actual input-side rotational speed (input-side actual rotational speed) NIN is made approximately equal to the target rotational speed NINT. Consequently, the speed ratio of the continuously variable transmission becomes 18 is controlled appropriately in accordance with the acceleration operation amount θ ACC and the vehicle speed V. If the electronic throttle 26 is erroneous, the shift control is limited such that the input-side rotational speed NIN (the target rotational speed NINT) of the continuously variable transmission 18 within the range between the upper limit NINTUG and the lower limit NINTLG falls, as in the hatched area of 9 is illustrated. Accordingly, the engine speed NE is maintained in the range between the upper limit NINTUG and the lower limit NINTUG.
  • The lower limit NINTUG is approximately equal to the speed NE P , at which the output power of the internal combustion engine 12 whose maximum reaches the throttle throttle opening θ thF . In the shift control of the continuously variable transmission 18 Therefore, it is avoided that the engine speed NE of the internal combustion engine 12 becomes excessively high with the result of a reduction in engine output, thereby eliminating a problem such as that the driving torque of the vehicle is lowered despite an increase in the acceleration operation amount θ ACC . Hereinafter, it is assumed that the shift control according to the switching conditions, as in 4 shown, if in case of failure, the electronic throttle 26 is fixed to the butterfly valve opening θ thF . In this case, since the vehicle speed V does not increase, the acceleration operation amount θ ACC is kept substantially equal to 100, the speed ratio γ of the continuously variable transmission 18 increases and the engine speed NE increases and NE exceeds P , which, as shown in FIG 7 results in a reduction of the machine output. Consequently, even if the torque corresponding to the speed ratio γ of the continuously variable transmission 18 is increased, the driving performance or the driving performance (the drive torque) deteriorate.
  • The lower limit NINTLG is set based on the rotational speed NE B at which the minimum booster pressure PB is obtained, whereas the engine 12 is operated with the error throttle opening θ thF . Therefore, for example, when the vehicle is stopped, the engine rotational speed NE of the internal combustion engine is prevented 12 becomes too low to produce the required booster pressure. This also prevents a situation that the brake assist force is reduced due to insufficient booster pressure and that the driver feels insecure when pressing the brake. According to this embodiment, in case of a failure of the electronic throttle 26 the opening of the throttle 26 is fixedly set to the error throttle opening θ thF (for example, about 10%), which provides an appropriate running performance enabling emergency operation ("home-limping"). How out 6 is apparent , the intake manifold negative pressure (the booster pressure) is smaller at the throttle throttle opening θ thF compared with the case that the throttle opening θ th is zero, and the minimum boost pressure PB can not be obtained when the engine speed NE is lower than NE B.
  • The NINT calculation unit 62 calculates the target speed NINT according to predetermined or fixed switching conditions as in 4 shown, regardless of whether there is a fault in the electronic throttle 26 there or not. However, the NINT calculation unit 62 be designed such that it calculates the target speed NINT according to switching conditions that are provided exclusively in the event of a fault. For example, in case of a fault of the electronic throttle 26 a shift control may be performed only on the basis of the acceleration operation amount θ ACC as disclosed in Japanese Patent No. 2616154.
  • According to the above described embodiment the target speed NINT becomes the range between the upper limit NINTLG and the lower limit NINTLG limited. It is, however, too possible, an area using only either the upper limit NINTUG or the lower limit NINTLG to define, and the target speed To restrict NINT to this area.
  • It It should be noted that the embodiment described above only one form of implementation of the invention.
  • The above has been a circuit control apparatus for a motor vehicle having an internal combustion engine 12 and a continuously variable transmission (CVT) 18 for controlling the speed ratio of the CVT depending on operating conditions of the vehicle specified. The control unit determines if an electronic throttle 26 the internal combustion engine is erroneous or not and restricts the speed ratio of the continuously variable transmission when the throttle is faulty such that the input side speed of the transmission is variable within a range narrower than a range in which the speed during normal driving of the Vehicle is variable. The range of the input speed can be delineated by an upper limit or a lower limit or by both an upper and a lower limit.

Claims (10)

  1. Circuit control device for a motor vehicle with an internal combustion engine ( 12 ) whose output is controlled by an electronic throttle valve ( 26 ) is controlled to adjust the flow rate of intake air, and a continuously variable transmission ( 18 ), which in a power transmission line between the internal combustion engine ( 12 ) and drive wheels ( 24L . 24R ), and operable to vary a speed ratio thereof, comprising: a shift control device (10) 50 . 60 ) for controlling the speed ratio of the continuously variable transmission depending on operating conditions of the vehicle such that an input side speed of the transmission is variable within a first range during normal driving of the vehicle, error detecting means (S1) for determining whether the electronic throttle ( 26 ) is faulty or not, and a restriction device ( 64 ) for limiting the speed ratio of the continuously variable transmission ( 18 ) such that the input side speed of the transmission is variable within a second range when the error detection means (S1) determines that the electronic throttle is faulty, the second range being set narrower than the first range; 64 ) means for setting a lower limit of the input-side rotational speed of the continuously variable transmission ( 18 ) and limits the speed ratio of the transmission so that the input side speed does not fall below the lower limit when the electronic throttle ( 26 ) is defective, the vehicle further comprising a brake booster ( 30 ) having an intake manifold negative pressure of the internal combustion engine ( 12 ) is used to assist in a braking operation, and wherein the lower limit of the input-side speed in case of an electronic throttle error ( 26 ) is approximately equal to a speed to which a for the operation of the brake booster ( 30 A certain intake manifold vacuum is obtained by operating the engine at a throttle opening of the electronic throttle that occurs when the electronic throttle is faulty.
  2. A circuit control apparatus according to claim 1, wherein said restriction means ( 64 ) means for setting an upper limit of the speed of the continuously variable transmission ( 18 ) and the lower limit setting means and the upper limit setting means limit the speed ratio of the transmission such that the input side number of revolutions is kept between the lower limit and the upper limit when the electronic throttle ( 26 ) is faulty.
  3. The shift control apparatus of claim 2, wherein the upper limit of the input side engine speed at the time of an electronic throttle error is approximately equal to a number of revolutions at which the output of the internal combustion engine reaches its maximum at an electronic throttle valve (FIG. 26 ), which occurs when the electronic throttle ( 26 ) is faulty.
  4. A shift control apparatus according to claim 1, comprising: a target speed setting means for setting an input side target speed of said continuously variable transmission ( 18 ) based on operating conditions of the vehicle, wherein the input-side target speed within the first range is variable during the normal running of the vehicle, wherein the shift control device ( 50 . 60 ) the speed ratio of the continuously variable transmission ( 18 ) such that the input side rotational speed of the continuously variable transmission becomes equal to the input side target rotational speed of the continuously variable transmission, the restriction device ( 64 ) the speed ratio of the continuously variable transmission ( 18 ) such that the input side target speed of the transmission is variable within the second range when the error detecting means (S1) determines that the electronic throttle is defective.
  5. A circuit control apparatus according to claim 4, wherein said restriction means ( 64 ) means (S2) for setting an upper limit of the input-side setpoint speed of the continuously variable transmission ( 18 ) and the speed ratio of the transmission limited such that the input-side target speed does not exceed the upper limit when the electronic throttle ( 26 ) is faulty.
  6. A circuit control apparatus according to claim 4, wherein said restriction means ( 64 ) means (S3) for setting a lower limit of the input-side setpoint speed of the continuously variable transmission ( 18 ) and limits the speed ratio of the transmission so that the input-side target speed does not fall below the lower limit when the electronic throttle ( 26 ) is faulty.
  7. A circuit control apparatus according to claim 4, wherein said restriction means ( 64 ) means for setting an upper and a lower limit of the input-side target speed of the continuously variable transmission ( 18 ) and restricts the speed ratio of the transmission such that the input-side target speed is held between the upper and lower limits when the electronic throttle ( 26 ) is faulty.
  8. Method for controlling a continuously variable transmission ( 18 ) of a motor vehicle with an internal combustion engine ( 12 ) whose output is controlled by an electronic throttle valve ( 26 ) is controlled to adjust the flow rate of intake air, and a. continuously variable transmission ( 18 ), which in a power transmission line between the internal combustion engine ( 12 ) and drive wheels ( 24L . 24R ), and operable to vary a speed ratio thereof, comprising the steps of: controlling the speed ratio of the continuously variable transmission in accordance with operating conditions of the vehicle such that an input side speed of the transmission is variable within a first range during normal driving of the vehicle , Determining Whether the Electronic Throttle ( 26 ) is defective or not, and limiting the speed ratio of the continuously variable transmission ( 18 ) such that the input side speed of the transmission is variable within a second range when the error detection means (S1) determines that the electronic throttle is faulty, the second range being set narrower than the first range, the step including limiting the speed ratio a sub-step of setting a lower limit of the input-side rotational speed of the continuously variable transmission ( 18 ) and a sub-step of limiting the speed ratio of the transmission such that the input-side speed does not fall below the lower limit when the electronic throttle ( 26 ) is defective, the vehicle further comprising a brake booster ( 30 ) having an intake manifold negative pressure of the internal combustion engine ( 12 ) is used to assist in a braking operation, and wherein the lower limit of the input-side speed at an electronic throttle error ( 26 ) is approximately equal to a speed to which a for the operation of the brake booster ( 30 A certain intake manifold vacuum is obtained by operating the engine at a throttle opening of the electronic throttle that occurs when the electronic throttle is faulty.
  9. The method of claim 8, wherein the step of restricting the speed ratio comprises: a sub-step of setting an upper limit of the input-side speed of the continuously variable transmission ( 18 ) and a sub-step limiting the speed ratio of the transmission so that the input-side speed is maintained between the lower limit and the upper limit when the electronic throttle ( 26 ) is faulty.
  10. The method of claim 9, wherein the upper limit of the input side speed at the time of failure of the electronic throttle is approximately equal to a speed at which the output of the internal combustion engine whose maximum at an electronic throttle valve ( 26 ), which occurs when the electronic throttle ( 26 ) is faulty.
DE10103559A 2000-01-27 2001-01-26 A circuit control device for a continuously variable transmission of a motor vehicle Expired - Fee Related DE10103559B4 (en)

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JP2000018688A JP3788160B2 (en) 2000-01-27 2000-01-27 Shift control device for continuously variable transmission for vehicle
DE10165004A DE10165004B4 (en) 2000-01-27 2001-01-26 A circuit control device for a motor vehicle and method for controlling a continuously variable transmission

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US20010011051A1 (en) 2001-08-02
US6432024B2 (en) 2002-08-13
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DE10103559A1 (en) 2001-08-09
JP2001208192A (en) 2001-08-03

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